Lithium manganese iron phosphate (lmfp) batteries, systems, and methods

Abstract

Lithium manganese iron phosphate (LMFP) batteries, systems, and methods are disclosed. Systems and methods for restoring lithium reserves and extending the operational life of lithium manganese iron phosphate (LMFP) batteries exhibiting multiphase electrochemical behavior are disclosed. In example embodiments, a battery cell configured with an LMFP cathode material having phase-dependent lithium transport characteristics undergoes a controlled recovery operation initiated in response to aging indicators. This recovery operation includes conditioning the battery cell to a defined elevated temperature range for at least one phase of the multiphase reaction, and guiding a charging process while the battery cell is within this temperature range to facilitate lithium ion migration from inaccessible regions to active electrochemical sites. In some embodiments, the charging process includes low-rate charging followed by normal-rate discharging. The disclosed techniques can be implemented via battery management systems and are suitable for vehicle, industrial, and stationary energy storage systems to improve capacity retention, operational stability, and lifecycle performance of aged LMFP batteries.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 755,883, filed February 7, 2025, entitled “Lithium Manganese Iron Phosphate (LMFP) Battery System for Heavy Duty Applications,” the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This invention relates to energy storage systems for electric vehicles (EVs). Specifically, it relates to the design, composition, and integration of lithium manganese iron phosphate (LMFP) batteries for EV applications to improve performance, safety, and sustainability. Background Technology

[0004] Driven by the demand for sustainable transportation, the adoption of electric vehicles (EVs) has increased significantly. Lithium-ion batteries (LIBs) dominate the EV market due to their high energy density and efficiency. However, existing LIB chemistry systems, such as lithium nickel manganese cobalt oxide (NMC) and lithium iron phosphate (LFP), face challenges in balancing cost, thermal stability, energy density, and sustainability.

[0005] LMFP batteries offer a promising solution by combining the inherent thermal stability of LFPs with the increased energy density imparted by manganese doping. Despite these advantages, the integration of LMFP batteries into EV systems remains limited due to challenges in optimizing material synthesis, electrode design, and vehicle-level management systems. Summary of the Invention

[0006] This disclosure presents a novel LMFP battery system tailored for EVs. This system addresses key challenges through advancements in cathode material composition, cell architecture, thermal management, and battery management system (BMS). The system offers a range of significant advantages, including improved energy density through optimized synthesis of the LMFP cathode material, making it competitive with NMC chemistry systems. The system delivers extended cycle life and improved calendar stability through advanced doping techniques and precise electrode formulation. Excellent thermal properties ensure superior stability, significantly reducing the risk of thermal runaway and enhancing overall safety. Cost-effectiveness is another key benefit, as the system minimizes reliance on expensive materials such as cobalt and nickel, promoting sustainability and reducing production costs. Additionally, the system's modular design allows for seamless scalability, enabling integration into a variety of electric vehicle platforms.

[0007] Based on the principles of this disclosure, the capacity of aged LMFP cells can be restored through a battery thermal treatment process. This process can be easily implemented using current battery thermal management and BMS systems. Attached Figure Description

[0008] Figure 1A and Figure 1B This is a graph showing several discharge curves of an aged LMFP battery; Figure 2 The graph shows the discharge capacity relative to the number of cycles under heat treatment. Figure 3 This is a diagram illustrating the Li-ion recovery process for an aged battery according to the principles of this disclosure; Figure 4A and Figure 4B A flowchart illustrating an example process based on the principles of this disclosure; and Figure 5 This is a flowchart of a method for effective battery recovery.

[0009] Figure 6 This is a schematic diagram of an electrified vehicle. Detailed Implementation

[0010] The LMFP battery devices, systems, and methods disclosed herein utilize advanced materials and manufacturing technologies to optimize performance and reliability. At their core, the positive and negative electrodes form the fundamental components of the battery. The positive electrode is the primary electrode and serves as the lithium-ion source during discharge. This positive electrode is designed to accommodate manganese, iron, and phosphate in a uniform distribution to maximize capacity and cycle life. Nanostructuring the positive electrode increases its surface area, promotes faster ion transport, and reduces charge transfer resistance, making it suitable for high-rate applications. The positive electrode material can be synthesized via a co-precipitation method, ensuring a consistent composition that improves stability and lifespan. This is just one of many methods for preparing positive electrode materials in the battery cells used in this test. Therefore, this disclosure is applicable to LMFP batteries utilizing different positive electrode preparation methods.

[0011] On the other hand, the negative electrode is the negative electrode of the battery and acts as a receiver of lithium ions during discharge. This negative electrode is constructed using an advanced silicon-carbon composite material, which offers superior energy storage capacity compared to conventional graphite. In this example, an LMFP cell can have a graphite negative electrode. Heat treatment methods can be applied to LMFP cells with different negative electrode materials. This composition allows the battery to achieve a balance between energy density and cycle life. An electrolyte with stabilizing additives is injected into the system to form a solid electrolyte interphase (SEI) film on the negative electrode to protect it from degradation and improve thermal properties.

[0012] The cathode material is synthesized through a high-temperature solid-state reaction, in which the precursor is calcined in a controlled environment to obtain the desired crystal structure. The particles are coated with conductive carbon to improve electron transport and durability. Additionally, doping with elements such as magnesium or zirconium enhances the structural integrity of the material, enabling it to withstand repeated charge and discharge cycles without significant degradation.

[0013] Electrode fabrication integrates these materials into a single system. Active materials are mixed with conductive additives and binders to form a slurry, which is then uniformly applied to the current collector. This ensures consistent thickness and minimal defects. After drying and rolling, the electrodes are assembled into battery cells that can be cylindrical, prismatic, or pouch-shaped, depending on the application requirements.

[0014] Thermal management in battery systems is crucial for maintaining operational safety and efficiency. A thermal management system (TMS) incorporates phase change materials to absorb excess heat in high-demand scenarios, while a liquid cooling system ensures uniform heat distribution throughout the battery pack. Embedded thermal sensors provide real-time data to the battery management system (BMS), which dynamically adjusts its operation to optimize thermal performance.

[0015] Battery Management System (BMS) is a complex control system that monitors and manages the state of charge (SOC) and state of health (SOH) of a battery. Using advanced algorithms, BMS can predict performance trends and detect potential problems, ensuring that the battery remains under safe operating conditions. Active cell balancing within the BMS extends the overall lifespan of the system by equalizing the charge on all cells, preventing overcharging and undercharging.

[0016] To ensure compatibility with various electric vehicle platforms, the battery pack is designed to be modular. Each module is self-contained with its own control system, allowing for scalability to meet different energy and power requirements. This modular approach simplifies maintenance and recycling, improving the sustainability of the entire system.

[0017] Electrolyte formulation is a key aspect of battery performance. High-voltage electrolytes, enhanced with advanced additives, stabilize the positive electrode interface and prevent decomposition at elevated voltages. This extends the battery's operating range and improves energy density without compromising safety. The separator, chosen for its thermal stability and low resistance, enhances safety by promoting efficient ion transport while preventing internal short circuits.

[0018] Integrating LMFP batteries into electric vehicles requires standardizing the interface and ensuring compatibility with existing charging infrastructure. This battery supports fast charging, reducing downtime for vehicle owners. Furthermore, the system's inherent resistance to thermal runaway provides an additional layer of safety due to its stable crystal structure and high decomposition temperature.

[0019] Rigorous quality control during manufacturing ensures high reliability. Each cell undergoes comprehensive testing for capacity, impedance, and thermal stability. Automated inspection systems identify and resolve potential defects, ensuring consistent performance across all manufacturing units.

[0020] Sustainability is the cornerstone of LMFP battery systems. By minimizing the use of cobalt and nickel, the environmental and ethical issues associated with their extraction are reduced. The relatively simple composition of LMFP materials facilitates recycling, enabling the efficient recovery of critical components such as lithium, manganese, and iron.

[0021] The LMFP battery system represents a revolutionary advancement in energy storage technology for electric vehicles. By addressing the limitations of existing lithium-ion batteries, this system paves the way for safer, more efficient, and sustainable transportation solutions. Every component, from the positive and negative electrodes to the electrolyte and thermal management system, is meticulously designed to meet the demanding requirements of modern electric vehicles, setting a new benchmark in performance and reliability.

[0022] The LMFP battery chemistry system meets the needs of next-generation solutions due to its superior properties, such as cost-effectiveness, robust safety profile, and outstanding long lifespan. These qualities make LMFP a promising candidate for addressing the growing demand for advanced energy storage systems.

[0023] Figure 1A and Figure 1B This is a graph showing several discharge curves of aged LMFP batteries. Such batteries can include individual cells with different chemical systems (including Mn-Fe ratios). Figure 1A and Figure 1B The results involved smoothing the voltage during the transition region by mixing cathode materials with different Mn:Fe ratios. All lithium-ion batteries experience capacity degradation during long-term cycling. This decline is primarily attributed to the loss of lithium-ion stock, which accounts for approximately 95% of the capacity decay in LMFP cells. In the LMFP chemistry, two distinct voltage plateaus were observed: 3.9 V and 3.3 V, corresponding to the reactions of lithium with manganese (Mn) and iron (Fe), respectively. However, due to the intrinsic differences between Mn and Fe, the reactivity of lithium with these elements differs significantly. Specifically, the diffusion rate of lithium ions in the Mn phase is 2–3 orders of magnitude slower than in the Fe phase.

[0024] In the example, with Figure 1A and Figure 1BSimilar to other methods, the principles of this disclosure relate to smoothing the stepped voltage in LMFP technology using mixed cathode materials. More specifically, this disclosure relates to smoothing the steep voltage jumps in LMFP batteries by blending different LMFP cathode materials in various proportions. Voltage jumps in LMFP batteries are a decisive feature for enhancing their operational stability and efficiency. During charge and discharge cycles, lithium ions jump between the negative and positive electrodes via a series of voltage plateaus controlled by the redox reactions of manganese and iron within the cathode material. These jumps occur at different voltage levels due to the multi-electron processes involved, thus providing a stable energy delivery profile. The presence of manganese increases the operating voltage range, while iron ensures cost-effectiveness and structural durability. This balance allows LMFP batteries to achieve higher energy densities without compromising cycle life. Additionally, stable voltage jumps reduce stress on the electrolyte, minimizing degradation and extending battery life. In an example, the cathode material can be a blend of similar first and second cathode materials.

[0025] However, the stepped nature of the voltage profile poses a significant challenge in practical applications. This distinct voltage behavior complicates accurate SOC monitoring and precise power output control. For battery engineers, a smoother, more sloping voltage profile is highly desirable, as it facilitates the development of a more efficient BMS, enabling improved operational control and reliability.

[0026] To address this issue, the concept of blending LMFPs with nickel manganese cobalt (NMC) has been proposed to smooth abrupt voltage jumps. Despite these efforts, the characteristic stepped voltage profile remains evident. Furthermore, incorporating NMC into the blend introduces additional trade-offs, including reduced safety performance, shorter cycle life, and increased production costs. These challenges underscore the need for further innovation and optimization to fully realize the potential of LMFP cells while mitigating these limitations.

[0027] However, the stepped nature of the voltage profile poses a significant challenge in practical applications. This distinct voltage behavior complicates accurate SOC monitoring and precise power output control. For battery engineers, a smoother, more sloping voltage profile is highly desirable, as it facilitates the development of a more efficient BMS, enabling improved operational control and reliability.

[0028] This difference in lithium-ion mobility leads to two notable challenges during the operation of LMFP cells. At room temperature or low temperatures, the slow diffusion rate in the manganese phase limits lithium-ion mobility, causing most lithium ions at the high-voltage plateau to become unavailable. These fixed lithium ions are typically considered lithium reserves or inactive, resulting in the loss of effectively active lithium.

[0029] Conversely, the Fe phase, characterized by its rapid lithium-ion diffusion and high reactivity, experiences a more accelerated degradation. Consequently, the voltage plateau associated with the Fe phase undergoes a significant decline over time, further exacerbating the capacity decay observed in LMFP cells.

[0030] According to the principles of this disclosure, the lithium reserve in the high-voltage Mn phase can be made available through a single high-temperature, low-C-rate charge. Therefore, when the battery is discharged at normal operating temperature, the activated lithium ions from the lithium reserve will compensate for the lithium stock loss in the Fe phase, since the diffusion rate of lithium ions in the Fe phase is much higher than that in the Mn phase. In this way, additional energy can be obtained from aged LMFP batteries to extend their operating life. Additional capacity can be obtained from the Mn phase through high-temperature charging, which then compensates for the rapid Li loss in the Fe phase during cycling.

[0031] The verification of these principles can be carried out using the following multi-step process: 1. Use aged LMFP battery cells (SOH 90%) 2. Run 3 cycles at 25°C to measure initial capacity: charge (at C / 3 to 4.2 V, up to C / 20) / discharge at C / 3 up to 2.5 V.

[0032] 3. Charge the battery to 4.2 V at 45°C using C / 10, then stop charging at C / 20.

[0033] 4. Discharge to 2.5 V at 25℃ using C / 3. Battery capacity recovery is complete.

[0034] 5. Continue to operate normally.

[0035] Figure 2 The graph showing the discharge capacity versus cycle number under heat treatment is shown below, corresponding to the following table of cycling results using 1 CCV / 1C:

[0036] Table 1: Results of the first set of effects of heat treatment on the capacity recovery of individual battery cells

[0037] Table 2: Second set of results regarding the effect of heat treatment on the capacity recovery of individual battery cells

[0038] Figure 3This diagram illustrates a Li-ion recovery process for an aged battery according to the principles of this disclosure. The process begins by selecting an aged battery. The aged battery is then heated. Next, a recovery process is performed at a high temperature. It is noteworthy that this process may include a slow charge (e.g., at C / 20 or a similar rate) and a normal discharge (e.g., at C / 3 or a similar rate). The heating procedure can be defined in different scenarios: either heating the aged battery throughout the entire charging process, or heating the battery only during Mn phase charging.

[0039] Figure 4A and Figure 4B This is the flowchart for example process 400. Figure 4A and Figure 4B include Figure 4A The first part of the flowchart shown and Figure 4B The second part of the flowchart shown. In some embodiments, Figure 4A and Figure 4B One or more process frames can be executed by the battery management system.

[0040] like Figure 4A and Figure 4B As shown, process 400 may include receiving instructions to perform a lithium-ion recovery operation for a battery cell having a blended cathode material, the battery cell being configured for a multiphase reaction with variable ion transport rates, the blended cathode material being formed from similar first and second cathode materials (box 402). For example, a battery management system may receive instructions to perform a lithium-ion recovery operation for a battery cell having a blended cathode material, the battery cell being configured for a multiphase reaction with variable ion transport rates, the blended cathode material being formed from similar first and second cathode materials, as described above. Also as... Figure 4A and Figure 4B As shown, process 400 may include guiding the battery cell within the recovery temperature range of at least one phase of the multiphase reaction (block 404). For example, a battery management system may guide the battery cell within the recovery temperature range of at least one phase of the multiphase reaction, as described above. Figure 4A and Figure 4B As further shown, process 400 may include initiating a charging process when the battery cell is within the recovery temperature range to facilitate the migration of lithium ions from the degradation phase back to the active sites in the positive electrode (box 406). For example, when the battery cell is within the recovery temperature range, the battery management system may initiate a charging process to facilitate the migration of lithium ions from the degradation phase back to the active sites in the positive electrode, as described above.

[0041] Process 400 may include additional embodiments, such as any single embodiment or any combination of embodiments described below and / or combined with one or more other processes described elsewhere herein. In a first embodiment, the battery is a lithium manganese iron phosphate (LMFP) battery.

[0042] In the second embodiment, the blended cathode material is formed from similar first and second cathode materials, either alone or in combination with the first embodiment.

[0043] In the third embodiment, either alone or in combination with the first and second embodiments, the recovery temperature range is between 40 degrees Celsius and 60 degrees Celsius to optimize lithium-ion recovery efficiency. In an example, the capacity recovery method can be applied when the temperature during the heat treatment step is higher than the temperature during the cycle life test.

[0044] In the fourth embodiment, the recovery temperature range is from 45 degrees Celsius to 55 degrees Celsius, either alone or in combination with one or more of the first to third embodiments, to optimize lithium-ion recovery efficiency.

[0045] In the fifth embodiment, the battery cell is guided, either alone or in combination with one or more of the first to fourth embodiments, to be within the recovery temperature range of at least one phase of the multiphase reaction, which is carried out in a single phase of the multiphase reaction.

[0046] In the sixth embodiment, the single phase is the second phase of the multiphase reaction, either alone or in combination with one or more of the first to fifth embodiments.

[0047] In the seventh embodiment, the battery cell is guided, either alone or in combination with one or more of the first to sixth embodiments, to remain within the recovery temperature range of at least one phase of the multiphase reaction throughout the charging process.

[0048] In the eighth embodiment, the charging process includes slow charging and normal rate discharging, either alone or in combination with one or more of the first to seventh embodiments.

[0049] Although Figure 4A and Figure 4B An example block diagram of process 400 is shown, but in some implementations, process 400 may include... Figure 4A and Figure 4B The boxes depicted in the diagram are compared to additional boxes, fewer boxes, different boxes, or boxes arranged differently. Additionally or alternatively, two or more boxes in process 400 can be executed in parallel. 3

[0050] Figure 5This is a flowchart of a method for effective battery recovery. Effective battery recovery requires precise tuning of key parameters to optimize lithium-ion redistribution, minimize degradation, and restore battery performance. The recovery process involves a series of controlled steps designed to enhance lithium mobility, reduce internal resistance, and improve overall energy retention.

[0051] Before initiating the recovery process, aged lithium-ion batteries should be heated to at least 35°C. This controlled heating reduces electrolyte viscosity, increases ion mobility, and accelerates lithium-ion diffusion within the electrode materials. At lower temperatures, lithium transport within the negative and positive electrodes becomes slow, increasing the risk of incomplete lithium re-intercalation and further capacity loss. By keeping the battery within its optimal thermal range, recovery efficiency can be significantly improved.

[0052] During the recovery phase, a lower charging rate should be applied, typically at or below C / 10. This gentle charging strategy reduces stress on aging electrode materials and prevents excessive lithium deposition on the negative electrode surface. High charging currents in degraded batteries can lead to lithium metal deposition, increasing impedance and reducing cycle life. By maintaining a reduced current, lithium ions are given sufficient time to redistribute evenly across active sites, thereby improving the overall stability and recoverable capacity of the battery cell.

[0053] Once the battery has undergone controlled low-current charging, it should be fully charged to ensure maximum re-intercalation of lithium ions into the positive electrode structure. Achieving a fully charged state allows the electrode materials to reach equilibrium, thereby stabilizing their electrochemical properties. This step is necessary to re-establish the proper balance of active lithium ions within the battery cell, thereby extending battery life and restoring lost capacity.

[0054] By implementing these parameters (temperature regulation, low-current charging, and full-charge cycling), battery recovery operations can be optimized to improve energy retention, enhance cycle stability, and extend the lifespan of lithium-ion batteries.

[0055] This flowchart outlines the structured process for lithium inventory recovery within a battery management system (BMS). The process begins by monitoring the battery's state of health (SOH) or throughput. If cell aging has increased to exceed a predetermined threshold ("thd"), or if throughput exceeds a set limit, the system continues the recovery process. Otherwise, no further action is taken. Once triggered, the system checks if the BMS operating mode is set to "charging." If charging mode is detected, lithium inventory recovery is initiated.

[0056] To optimize lithium-ion mobility, the system uses thermal management (TM) control to increase the cell temperature to a predetermined high level. The cell then undergoes a controlled charging process at a low C-rate to promote lithium-ion reintercalation while minimizing stress on the electrode materials. Throughout the charging process, the system continuously monitors whether the charging cycle has been fully completed. If charging is incomplete, the process continues. However, if charging is complete, lithium inventory recovery is considered successful. Finally, the system uses thermal management control to restore the cell to its normal operating temperature, ensuring the cell returns to a stable state for normal operation. This method enables efficient lithium inventory recovery while optimizing temperature and charging rate to extend battery life.

[0057] Overview of Electrified Vehicles

[0058] First see Figure 6 A schematic diagram of a battery electric vehicle 100 is provided. While the vehicle is referred to as a battery electric vehicle, it should be understood that the vehicle may alternatively be a hybrid vehicle, such as a plug-in hybrid vehicle, which is powered or otherwise operable via a battery and optionally one or more of a generator (e.g., an electric generator, generator set, power outlet, on-board rechargeable energy storage system, etc.) and a motor (e.g., an electric motor, traction motor, etc.). The battery electric vehicle 100 may operate in at least one of two directions: a reverse direction (e.g., rearward relative to the front of the vehicle) and a non-reverse direction (e.g., forward or at an angle relative to the front of the vehicle). The battery electric vehicle 100 may be an on-road vehicle or a non-on-road vehicle, including but not limited to passenger cars, trucks, ships, boats, vans, aircraft, spacecraft, or any other type of vehicle.

[0059] The battery electric vehicle 100 includes a powertrain controller 150 communicatively and operably coupled to a powertrain system 110, a braking mechanism 120, an accelerator pedal 122, one or more sensors (not shown), an operator input / output (I / O) device 135, and one or more additional vehicle subsystems 140. The battery electric vehicle 100 may include... Figure 6 The system components described herein, whether more, fewer, or different, make the principles, methods, and apparatus of this disclosure applicable to any suitable vehicle configuration. It should also be understood that the disclosed principles are not limited to highway vehicles. Rather, they can be applied to other applications, including but not limited to off-highway construction equipment, mining equipment, marine equipment, and locomotive equipment.

[0060] Powertrain system 110 facilitates the transmission of power from battery 132 and / or motor 113 to drive vehicle 100. In one embodiment, powertrain system 110 includes motor 113 operatively coupled to battery 132 and charging system 134, wherein motor 113 transmits power to final drive (e.g., wheels 115) to drive the vehicle. As shown, powertrain system 110 may also include transmission 112 and / or differential 114, wherein differential 114 transmits power output from transmission 112 to final drive 115. Powertrain controller 150 supplies power to motor 113 in response to inputs from accelerator 122, sensors, subsystem 140, and charging system 134 (e.g., battery charging system or rechargeable battery). In some embodiments, the electrical energy supplied to the power motor 113 may alternatively or additionally be provided by an onboard gasoline engine generator or hydrogen fuel cell.

[0061] In some embodiments, vehicle 100 includes a transmission 112, which can be configured as any transmission type compatible with the electrified powertrain, including continuously variable transmissions (CVTs), manual transmissions, automatic transmissions, automatic-manual transmissions, or dual-clutch transmissions. Transmission 112 can provide multiple gear ratios or continuously variable settings to determine the output speed based on engine or motor speed. Motor 113, differential 114, and final drive 115 can similarly take any configuration suitable for the vehicle type. In some instances, transmission 112 is omitted and motor 113 is directly coupled to differential 114; in other instances, motor 113 is directly coupled to final drive 115 in a direct drive configuration. Vehicle 100 may also include multiple instances of motor 113, such as one per driven wheel, one per driven wheel axle, or other suitable arrangements.

[0062] Braking mechanism 120 can be implemented as any system or device configured to prevent or reduce motion by slowing or stopping components of vehicle 100 (e.g., wheels, axles, crankshafts, or driveshafts). Braking mechanism 120 is typically configured to receive indication of a desired change in vehicle speed. In some embodiments, braking mechanism 120 includes a brake pedal operable by an operator of vehicle 100 between a released state and an applied state. The brake pedal can operate as a pressure-based system responsive to applied pressure or as a travel-based system responsive to pedal travel distance, wherein the force applied to braking mechanism 120 is proportional to the pressure or distance. In some embodiments, all or part of braking mechanism 120 is integrated into motor 113 as a regenerative braking mechanism.

[0063] The release state of the braking mechanism 120 corresponds to the brake pedal being in a default position where no braking is applied, for example, when the operator's foot is not on the pedal or is lightly placed below the minimum actuation force. In some embodiments, the brake pedal is combined with the accelerator pedal 122 in a one-pedal driving configuration. The applied state corresponds to pressing the pedal to achieve braking by satisfying or exceeding a minimum threshold force or travel distance. These thresholds prevent accidental actuation and can vary depending on the implementation, such as a higher force for a foot-actuated brake pedal and a lower force for a hand-actuated lever.

[0064] A decrease in actuation force or travel distance can correspond to an increase in desired vehicle speed, while an increase corresponds to a decrease in vehicle speed.

[0065] The accelerator pedal 122 can be any torque or speed request device, such as a floor pedal, joystick, or lever. Sensors associated with the accelerator 122 and / or braking mechanism 120 may include a vehicle speed sensor, an accelerator position sensor (e.g., a potentiometer), a brake position or pressure sensor, a coolant temperature sensor, a pressure sensor, an ambient air temperature sensor, or other suitable sensors.

[0066] Vehicle 100 may include an operator I / O device 135 that enables communication between the operator and powertrain controller 150. For example, device 135 may include an interactive display (e.g., a touchscreen) with buttons, haptic feedback, and controls for acceleration, braking, gear shifting, cruise control, or navigation. Via device 135, powertrain controller 150 may send instructions, commands, or status information to the operator.

[0067] Vehicle 100 also includes one or more vehicle subsystems 140, which may include sensors (e.g., speed, pressure, or temperature sensors) and additional systems such as torque sensors for motor 113, transmission 112, differential 114, and / or final drive 115. Other subsystems 140 may include a steering subsystem, an electrical subsystem, and a thermal management system, which includes a radiator, pump, fan, heat exchanger, and controller. Additional sensors may include cameras, LiDAR, RADAR, temperature sensors, smoke detectors, or virtual sensors.

[0068] The powertrain controller 150 is communicatively connected to the powertrain system 110, braking mechanism 120, accelerator 122, I / O device 135, and subsystem 140 via wired or wireless connections (e.g., CAN bus, fiber optic, Wi-Fi, Bluetooth, or cellular). The controller 150 receives and processes data and can interface with additional or alternative controllers as needed.

[0069] In embodiments including a charging system 134 (such as a plug-in charging system), when the charger 160 is connected to the vehicle 100, the powertrain controller 150 manages the charging of the battery 132. The charging controller 162 establishes communication between the controller 150 and the charger 160, receives charging commands, monitors sensor signals, and performs safety and performance checks. The charging controller 162 can detect faults such as connection failures or unsafe boundaries and serves as a communication interface between the charger 160 and the controller 150.

[0070] The powertrain controller 150 can also communicate with the charger 160, battery 132, and reporting accessory 164 (e.g., subsystem 140 or another component) via a CAN bus or other communication scheme. Reporting accessory 164 can transmit identification information, current demand, voltage consumption, and other operating parameters. Dynamic loads (e.g., air conditioning systems) can report variable current demands to optimize charging commands and avoid prolonged charging times due to insufficient current delivery.

[0071] Battery 132 includes one or more battery packs, each battery pack having a battery management system 166 and one or more battery modules 168. Sensors monitor temperature, voltage, and current to allow system 166 to manage charging, detect faults, and report conditions such as power limits and temperature to controller 150. Current sensors may be present inside or outside battery 132, and may include multiple sensors, with readings from these sensors summed to obtain the total current.

[0072] The powertrain controller 150 may include charging logic operable to determine commands for the charger 162 to supply a target current to the battery 132. This logic may reside within the controller 150, within the battery management controller 166, or in a separate controller. As used herein, the term "logic" encompasses hardware, firmware, or software that executes on one or more processors or integrated circuits. Such logic and instructions may be stored on a non-transitory machine-readable medium.

[0073] Transportation control systems and charging management systems can coordinate multiple chargers in a depot or fleet environment, managing vehicle arrival times, charging schedules, and grid load distribution to optimize cost and availability.

[0074] Although combined with the description of battery electric vehicles Figure 6 However, the disclosed architecture can also be applied to plug-in hybrid vehicles or other electrified powertrains that combine an internal combustion engine, transmission, and differential with battery propulsion.

[0075] For the purposes of this disclosure, the term "electrified vehicle" is used in an inclusive sense to refer to any vehicle that employs all or part of an electrical energy storage and propulsion system. Therefore, although combined... Figure 6 The embodiments described herein depict a battery electric vehicle 100; however, it should be understood that the same general system and control principles are equally applicable to hybrid electric vehicles, plug-in hybrid electric vehicles, fuel cell vehicles, or other architectures that integrate electric propulsion or energy storage with a mechanical power source. The term also covers configurations in which electrical components are used for auxiliary or regenerative functions in vehicles that are otherwise mechanically driven. Therefore, references to “battery electric vehicle” in the following description should not be construed as limiting. Rather, they are exemplary and represent a class of electrified vehicles to which the disclosed control systems, charging architectures, and subsystem integrations can be applied. Those skilled in the art will understand that similar functionality can be achieved in non-electrified or partially electrified systems where similar subsystems (such as powertrain controllers, charging controllers, or reporting accessories) exist.

[0076] In practice, this disclosure is applicable to EV manufacturers seeking cost-effective, safe, and sustainable battery solutions. LMFP battery systems support the increased adoption of EVs by addressing current limitations of LIB technology. Therefore, this invention provides an advanced LMFP battery system that balances energy density, safety, and cost for EV applications. By overcoming existing challenges, it paves the way for wider adoption and improved performance in sustainable transportation. Several practical examples are illustrated below, drawn based on some of the many principles discussed in this disclosure.

[0077] In Example 1, a method for extending the battery life of a battery includes: receiving an instruction to perform a lithium-ion recovery operation for a single battery cell configured for a multiphase reaction having a variable ion transport rate; directing the battery cell to a recovery temperature range of at least one phase of the multiphase reaction; and when the battery cell is in the recovery temperature range, initiating a charging process to facilitate the migration of lithium ions from the degraded phase back to active sites in the positive electrode.

[0078] In Example 2, the method is as described in Example 1, wherein the battery is a lithium manganese iron phosphate (LMFP) battery.

[0079] In Example 3, the method as described in any one of Examples 1 or 2, wherein the recovery temperature range is designed to keep the battery cell within its optimal thermal range to promote lithium-ion diffusion.

[0080] In Example 4, the method as described in any one of Examples 1 to 3 is used, wherein the recovery temperature range is between 40°C and 60°C to optimize lithium-ion recovery efficiency.

[0081] In Example 5, the method as described in any one of Examples 1 to 4 is used, wherein the recovery temperature range is from 45°C to 55°C to optimize the lithium-ion recovery efficiency.

[0082] In Example 6, the method of any one of Examples 1 to 5 is used, wherein the cell is guided within the recovery temperature range of at least one phase of the multiphase reaction in a single phase of the multiphase reaction.

[0083] In Example 7, the method as described in any one of Examples 1 to 6 is used, wherein the single phase is the second phase of the multiphase reaction.

[0084] In Example 8, the method as described in any one of Examples 1 to 7 is used, wherein the battery cell is guided within the recovery temperature range of at least one phase of the multiphase reaction throughout the charging process.

[0085] In Example 9, the method as described in any one of Examples 1 to 8 is used, wherein the charging process includes slow charging and normal rate discharging.

[0086] In Example 10, a system for extending the battery life of a hybrid chemistry battery includes one or more components configured to: receive an instruction to perform a lithium-ion recovery operation for a single cell configured for a multiphase reaction with variable ion transport rates, wherein a blended cathode material is formed of a first cathode material and a second cathode material; guide the single cell to a recovery temperature range of at least one phase of the multiphase reaction; and, when the single cell is in the recovery temperature range, initiate a charging process to facilitate the migration of lithium ions from the degraded phase back to active sites in the cathode.

[0087] In Example 11, the system is as described in Example 10, wherein the battery cell is a lithium manganese iron phosphate (LMFP) battery cell.

[0088] In Example 12, the system is as described in Example 10 or 11, wherein the recovery temperature range is designed to keep the cell within its optimal thermal range to promote lithium-ion diffusion.

[0089] In Example 13, the system as described in any one of Examples 10 to 12, wherein the recovery temperature range is between 40 degrees Celsius and 60 degrees Celsius to optimize lithium-ion recovery efficiency and thermal degradation during recovery.

[0090] In Example 14, the system as described in any one of Examples 10 to 13, wherein the recovery temperature range is from 45 degrees Celsius to 55 degrees Celsius to optimize lithium-ion recovery efficiency and thermal degradation during recovery.

[0091] In Example 15, the system as described in any one of Examples 10 to 14, wherein the cell is guided within the recovery temperature range of at least one phase of the multiphase reaction in a single phase of the multiphase reaction.

[0092] In Example 16, the system as described in any one of Examples 10 to 15, wherein the single phase is the second phase of the multiphase reaction.

[0093] In Example 17, the system as described in any one of Examples 10 to 16, wherein the battery cell is guided within the recovery temperature range of at least one phase of the multiphase reaction throughout the charging process.

[0094] In Example 18, the system as described in any one of Examples 10 to 17, wherein the charging process includes slow charging and normal rate discharging.

[0095] In Example 19, a battery management system (BMS) is configured to perform lithium-ion recovery in a hybrid chemistry battery pack, comprising: receiving an instruction to perform a lithium-ion recovery operation for a single cell configured for a multiphase reaction having a variable ion transport rate; directing the single cell within a recovery temperature range of at least one phase of the multiphase reaction; and, when the single cell is within the recovery temperature range, initiating a charging process to facilitate the migration of lithium ions from the degraded phase back to active sites in the positive electrode.

[0096] In Example 20, the BMS as described in Example 19 further includes lithium-ion recovery in a hybrid chemistry battery pack, comprising at least one of the following: applying a controlled thermal management protocol to keep the battery cells within a recovery temperature range; monitoring the temperature of the battery cell during recovery; monitoring the state of charge of the battery cell during recovery; monitoring the health status of the battery cell during recovery; guiding the charging process to include slow charging; guiding the charging process to include normal rate discharging; performing a verification procedure to determine the amount of recovery; and using a real-time algorithm to adjust the recovery protocol based on battery condition.

[0097] Real-world examples

[0098] The following examples illustrate representative implementations of the disclosed concepts, including material blending strategies, electrode-level structuring, battery pack-level control algorithms, and recovery or regulation operations to improve LMFP battery performance. These examples are not limiting, but rather demonstrate how the principles of the invention can be applied in practical manufacturing and operating environments to stabilize multiphase voltage jumps, coordinate interphase diffusion rates in LMFPs, and improve state-of-charge estimation under harsh load conditions. Variations, substitutions, and equivalents that achieve substantially similar technical effects fall within the scope of this disclosure.

[0099] Example 1: Blended cathode LMFP cell for heavy-duty drive cycles

[0100] 20 Ah prismatic LMFP cells were fabricated using a 2:1 Mn-rich to Fe-rich cathode blend to mitigate the abrupt voltage plateau characteristics of pure LMFPs. During the transition between the Mn phase at approximately 3.9 V and the Fe phase at approximately 3.3 V, the blend formulation exhibited a reduced voltage step amplitude, resulting in smoother real-time SOC estimates for heavy-duty truck applications. Under representative torque-pulse profiles, the blend cells showed less than 2.5% deviation in the plateau region voltage compared to the >6% deviation observed in pure LMFP benchmarks. This smoother transition allows the vehicle's battery management system (BMS) to maintain torque consistency during repeated acceleration cycles.

[0101] Example 2: Dual-electrode stack architecture for coordinated charging / discharging

[0102] A pouch cell with two positive electrode stacks was constructed: one Mn-rich for high voltage energy density and one Fe-rich for improved stability and a lower diffusion barrier. The stacks are separated by a shared negative electrode with a customized compression interface to maintain uniform stacking stress. At high-rate discharge (3C), the Mn-dominant stack undergoes slower phase transition kinetics. During plateau transitions, the Fe-dominant stack is compensated for by providing a lower voltage-current, resulting in synchronized recombination voltage profiles. This architecture reduces transient voltage oscillations during load steps, improving thermal stability and pack-level balance efficiency.

[0103] Example 3: Pack-level balancing algorithm for hybrid chemistry LMFP modules

[0104] The heavy-duty battery pack comprises modules with co-blended LMFP cells, which exhibit slightly different Mn / Fe ratios due to manufacturing variations. The battery pack's BMS uses impedance trends and platform shape identification for each module to classify them into more refined groups based on phase behavior. During operation, as the vehicle approaches low SOC regions, a balancing algorithm shifts charge distribution towards modules with faster Fe phase diffusivity, thereby minimizing the risk of phase transition bottlenecks. Field testing showed a 12% reduction in cumulative inter-module voltage difference during an 8-level truck climbing simulation.

[0105] Example 4: Temperature-controlled recovery cycling for aging LMFP cells

[0106] Aged LMFP modules exhibiting reduced usable capacity underwent a controlled recovery process. The modules were preheated to at least 35°C to enhance ion mobility within the Fe-dominated phase. A C / 10 low-current charge cycle was applied to gradually reactivate slower diffusion pathways and resynchronize multiphase transitions. The modules were then fully charged to allow the Mn and Fe reaction pathways to complete without interruption. Post-recovery testing showed a 6% to 9% improvement in capacity retention and smoother plateau transitions, resulting in more accurate downstream SOC estimates for fleet operation.

[0107] Example 5: Automated online formation screening for blend phase consistency

[0108] During the formation cycle at the cell plant, LMFP cells of the blended chemistry system underwent impedance spectroscopy and differential capacity analysis at multiple SOC checkpoints. Cells exhibiting abnormal plateau width ratios or unexpected deviations in Mn and Fe diffusivity were marked for secondary inspection. Coating uniformity on the cathode was assessed using an online vision system. Thermal probes confirmed a uniform temperature rise during early cycling. Cells passing all criteria continued with pack assembly, while marked cells underwent recalibration cycles or were reassigned to less demanding applications. This screening method ensured consistency in phase transition behavior across modules, thereby improving the overall performance of the pack under heavy load conditions.

[0109] guide

[0110] Detailed embodiments of this disclosure are disclosed herein as needed; however, it should be understood that the disclosed embodiments are merely exemplary embodiments of this disclosure and may be implemented in various alternative forms. The figures are not necessarily drawn to scale. Some features may be exaggerated or minimized to show detail of specific components. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but merely as a representative basis for teaching those skilled in the art to employ the contents of this disclosure in various ways.

[0111] The foregoing disclosure provides illustration and description, but is not intended to be exhaustive or to limit the implementation to the precise forms disclosed. Modifications can be made based on the foregoing disclosure, or modifications can be derived from practice of the implementation. As used herein, the term "component" is intended to be broadly interpreted as hardware, firmware, or a combination of hardware and software. It will be apparent that the systems and / or methods described herein can be implemented in various forms of hardware, firmware, and / or combinations of hardware and software. The actual dedicated control hardware or software code used to implement these systems and / or methods is not a limitation on the implementation. Therefore, the operation and behavior of the systems and / or methods are described herein without reference to any specific software code—it should be understood that the systems and / or methods can be implemented using software and hardware based on the description herein. As used herein, satisfying a threshold can, depending on the context, mean a value greater than, greater than or equal to, less than, less than or equal to, equal to, etc., depending on the context. Although specific combinations of features are listed in the claims and / or disclosed in the specification, these combinations are not intended to limit the disclosure of the various implementations. In fact, many of these features can be combined in ways not specifically listed in the claims and / or disclosed in the specification.

[0112] Although each dependent claim listed below may directly depend on only one claim, the disclosure of the various embodiments includes each dependent claim in combination with all other claims in the claim set. Elements, actions, or instructions used herein should not be construed as critical or essential unless explicitly described as such. Furthermore, as used herein, the articles “a” and “an” are intended to include one or more items and may be used interchangeably with “one or more.” Furthermore, as used herein, the article “the” is intended to include one or more items associated with the article “the” and may be used interchangeably with “the one or more.” Furthermore, as used herein, the term “set” is intended to include one or more items (e.g., related items, unrelated items, a combination of related and unrelated items, etc.) and may be used interchangeably with “one or more.” Where only one item is intended to be used, the phrase “only one” or similar language is used. Furthermore, as used herein, the terms “has,” “have,” “having,” or similar terms are intended to be open-ended terms. Additionally, the phrase “based on” is intended to mean “at least partially based on,” unless otherwise explicitly stated. Furthermore, as used herein, the term “or,” when used in series, is intended to be inclusive and may be used interchangeably with “and / or,” unless otherwise explicitly stated (e.g., if used in combination with “any” or “only one of…”).

[0113] Explanation and equivalence

[0114] The embodiments described herein are illustrative and not limiting. The structural and functional features disclosed in any embodiment may be combined, substituted, or rearranged with features of other embodiments unless explicitly stated otherwise. Diagrams depicting LMFP discharge characteristics, blend behavior, control sequence logic, or electrode / pack configurations are provided to facilitate understanding of representative implementations and are not intended to reflect precise operating values, precise geometries, or strict scaling relationships. Relative dimensions, scales, electrode layer counts, coating thicknesses, and material ratios are schematic and, unless otherwise indicated, may vary depending on manufacturing constraints, cell format, or target performance requirements of the LMFP-based battery system.

[0115] Terms such as “assembly,” “arrangement,” “module,” or “component” encompass one or more parts unless the context clearly requires the singular form. Terms such as “configured as,” “arranged as,” “suited for,” and “constructed as” refer to functional capabilities, not specific mechanisms, manufacturing techniques, or material formulations. The inventive concepts presented herein describe relationships between structure, electrochemical function, and system-level behavior, and are not limited to any particular geometry, electrode architecture, or restricted compositional distribution. Design choices, equivalent substitutions, adjustments to electrode architectures, and variations in control strategies that achieve substantially similar technical effects all fall within the scope of this disclosure.

[0116] Explanation of range and size

[0117] All values ​​and ranges disclosed herein (including cathode material proportions, electrode thickness, porosity levels, roll density, state of charge (SOC) increments, voltage jump widths, and phase-dependent diffusivity parameters) should be understood as allowing reasonable variations, manufacturing tolerances, and equivalents recognized in the art. Unless otherwise stated, the term "about" when associated with a numerical quantity indicates approximately ±10% of the permissible variation in the referenced quantity.

[0118] Ranges such as “1:1 to 3:1 blending ratio,” “5-20 µm coating thickness,” or “less than 5% interphase voltage deviation” cover all subranges and intermediate values ​​as well as all equivalents achieving similar electrochemical performance. Descriptive comparisons such as “higher Fe content,” “wider voltage plateau,” “faster diffusion phase,” or “enhanced transition smoothness” will be interpreted relative to the referenced examples or materials and are not limited to strict numerical limits unless explicitly defined.

[0119] The accompanying figures, flowcharts, graphs, and cross-sections are representative examples. Actual layer thickness, electrode alignment, battery pack-level interconnect wiring, and thermal management geometry can vary depending on slurry formulation, coating and rolling equipment, stack alignment accuracy, weld tolerances, or system integration requirements. Features illustrated as discrete can be fabricated integrally, and features shown as continuous may include transitions or interfaces omitted for clarity.

[0120] Cross-applicability and functional breadth

[0121] While many embodiments emphasize LMFP cathode systems, blended chemistry formulations, or dual-electrode stack architectures, the inventive principles described herein can be applied to a wide range of lithium-ion systems exhibiting multiphase behavior or requiring enhanced voltage jump stability. These principles extend to cell-to-pack and cell-to-module architectures, blade cells, stationary storage modules, commercial vehicle platforms, heavy-duty powertrains, marine and aerospace auxiliary units, and hybrid EV / HEV battery systems.

[0122] Concepts such as smoothing multiphase voltage jumps, harmonizing reaction kinetics, improving SOC estimation, mitigating plateau-induced instabilities, or enabling battery pack-level balancing algorithms for individual cells in hybrid chemistry systems can be transferred to other chemical systems exhibiting similar phase or plateau characteristics. Mechanisms that promote operational integrity (e.g., thermal stability, voltage jump smoothing, diffusivity harmonization) or structural integrity (e.g., stable electrode interfaces, uniform mechanical stacking pressure, reduced interlayer shear) can be applied to different system architectures without departing from the scope of the principles of this invention.

[0123] Manufacturing flexibility

[0124] The structures and processes of the present invention disclosed herein are compatible with a variety of electrode materials, slurry compositions, coating methods, and cell assembly technologies. Although LMFP-LMFP and LMFP-blended cathodes are described in detail, equivalent functional behavior can be achieved by blending LMFP with other compatible phosphate chemistry systems, employing double-laminated electrodes, or implementing hybrid chemistry cell systems at the battery pack level.

[0125] Electrode fabrication can utilize methods such as doctor blade coating, extrusion coating, gravure printing, or extrusion coating, where roll density, binder chemistry, conductive additive loading, and solvent system are customized to achieve the desired phase ratio and diffusion profile. Cell assembly can be performed in stacked prismatic or pouch form, wound cylindrical form, or a hybrid configuration.

[0126] Thermal management strategies, including liquid cooling plates, vapor chambers, or foam-based radiators, and phase change heat buffers, can be selected to manage the thermal properties of the blended LMFP phase. Automated or online manufacturing controls, such as impedance trends, vision-based electrode inspections, coating uniformity checks, or formation cycle profiling, can be used to verify interfacial film consistency, reaction rate coordination, and plateau behavior.

[0127] Validation, inspection, and maintainability

[0128] Electrochemical, mechanical, thermal, or optical diagnostic techniques can be used to validate battery cells, modules, or packs incorporating publicly disclosed concepts. Suitable validation methods include impedance spectroscopy, differential capacity analysis, X-ray CT, ultrasound, thermal imaging, or accelerated cycling. Validation can confirm blended phase reaction behavior, smoother and more predictable voltage jump regions, diffusion rate of LMFP interphase equilibrium, improved plateau stability, and consistency of SOC estimates under dynamic loads.

[0129] Modular battery pack architectures can support submodule-level verification, replacement, or reconfiguration without requiring complete pack disassembly. This modularity facilitates scalable manufacturing, fleet-level maintainability, and improved quality control by enabling partial rework of individual cells or modules incorporating blended chemistry architectures or multiphase transition characteristics.

[0130] Therefore, the examples and embodiments described herein illustrate flexible, scalable, and cross-applicable design principles consistent with the inventive concept of improving LMFP battery performance by smoothing multiphase voltage jumps through material blending, electrode-level structuring, and pack-level control.

Claims

1. A method for extending the battery life of a battery, comprising: Receive instructions to perform a lithium-ion recovery operation for a single battery cell, the battery cell being configured for a multiphase reaction with variable ion transport rates; The battery cell is guided to be within the recovery temperature range of at least one phase of the multiphase reaction; as well as When the battery cell is within the recovery temperature range, the charging process is initiated to promote the migration of lithium ions from the degraded phase back to the active sites in the positive electrode.

2. The method according to claim 1, wherein the battery is a lithium manganese iron phosphate (LMFP) battery.

3. The method of claim 2, wherein the recovery temperature range is designed to keep the battery cell within an optimal thermal range to promote lithium-ion diffusion.

4. The method according to claim 1, wherein the recovery temperature range is between 40°C and 60°C to optimize lithium-ion recovery efficiency.

5. The method according to claim 4, wherein the recovery temperature range is from 45°C to 55°C to optimize the lithium-ion recovery efficiency.

6. The method of claim 1, wherein the battery cell is guided within the recovery temperature range of at least one phase of the multiphase reaction in a single phase of the multiphase reaction.

7. The method according to claim 6, wherein the single phase is the second phase of the multiphase reaction.

8. The method of claim 1, wherein guiding the battery cell within the recovery temperature range of at least one phase of the multiphase reaction throughout the charging process.

9. The method according to claim 1, wherein the charging process includes slow charging and normal rate discharging.

10. A system for extending the battery life of a battery, comprising one or more components, said one or more components being configured to: Receive instructions to perform a lithium-ion recovery operation for a single battery cell, the battery cell being configured for a multiphase reaction with variable ion transport rates; The battery cell is guided to be within the recovery temperature range of at least one phase of the multiphase reaction; and When the battery cell is within the recovery temperature range, the charging process is initiated to promote the migration of lithium ions from the degraded phase back to the active sites in the positive electrode.

11. The system of claim 10, wherein the battery is a lithium manganese iron phosphate (LMFP) battery.

12. The system of claim 11, wherein the recovery temperature range is designed to keep the battery cells within an optimal thermal range to promote lithium-ion diffusion.

13. The system of claim 10, wherein the recovery temperature range is between 40 degrees Celsius and 60 degrees Celsius to optimize lithium-ion recovery efficiency and thermal degradation during recovery.

14. The system of claim 13, wherein the recovery temperature range is from 45 degrees Celsius to 55 degrees Celsius to optimize the lithium-ion recovery efficiency and thermal degradation during recovery.

15. The system of claim 10, wherein the battery cell is guided within the recovery temperature range of at least one phase of the multiphase reaction in a single phase of the multiphase reaction.

16. The system of claim 15, wherein the single phase is the second phase of the multiphase reaction.

17. The system of claim 10, wherein guiding the battery cell within the recovery temperature range of at least one phase of the multiphase reaction throughout the charging process.

18. The system of claim 10, wherein the charging process includes slow charging and normal rate discharging.

19. A battery management system (BMS) configured to perform lithium-ion recovery in a hybrid chemistry battery pack, comprising: Receive instructions to perform a lithium-ion recovery operation for a single battery cell, the battery cell being configured for a multiphase reaction with variable ion transport rates; The battery cell is guided to be within the recovery temperature range of at least one phase of the multiphase reaction; as well as When the battery cell is within the recovery temperature range, the charging process is initiated to promote the migration of lithium ions from the degraded phase back to the active sites in the positive electrode.

20. The BMS of claim 19, wherein the lithium-ion recovery in the hybrid chemistry battery pack further comprises at least one of the following: A controlled thermal management protocol is applied to maintain the battery cells within the recovery temperature range; Monitor the temperature of the individual battery cells during the recovery period; Monitor the state of charge of the individual battery cells during the recovery period; Monitor the health status of the individual battery cells during the recovery period; The charging process is guided to include slow charging; Guide the charging process to include normal rate discharge; Perform a verification procedure to determine the amount of recovery; as well as The recovery protocol is adjusted in real time based on battery status using algorithms.

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